Vapor-engine



g (No Model.) 2 Sheets-Sheet1.

- I. F. ALLMAN.

VAPOR ENGINE.

No. 556,237. I I Patented Mar. 10,1896.

WITNESSES I llVWf/VTUJI? I A rro'mms.

AN DREW- 8.0RARAM. PHU'IO-UTHQWASHINGTOKDC.

(No Model.) v 2 Sheets-Sheet 2 I. F. ALLMAN.

VAPOR ENGINE.

No. 556,237.; Patented Mar. 10, 1896.

WITH/E8858: I llVVE/VTOR I QM I 6 jm WW V ATTORNEYS AN DREW BBRAMAM,PHGTU-UTNQWASNINGNII. D (Iv UNITED STATES P TENT OFFICE.

ISAAC F. ALLMAN, OF JERSEY CITY, NEIV JERSEY.

VAPOR-ENGINE.

SPECIFICATION forming part of Letters Patent No. 556,237, dated March 10, 1896. Application filed October 11,1895. Serial No. 565,406. (No model.)

To all whom it may concern.-

Be it known that I, ISAAC F. ALLMAN, of Jersey City, in the county of Hudson and State of New Jersey, have invented certain new and useful Improvements in Vapor-Engines, of which the following is a full, clear, and exact description.

The object of the invention is to provide certain new and useful improvements in va por-engines, whereby the engines are governed with great precision.

The invention consists of certain parts and details and combinations of the same, as will be fully described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improvement with the parts in section. Fig. 2 is a -sectional plan view of the same on the line 2 2 of Fig. 1. Fig. 3 is a cross-section of the governor on the line 3 3 of Fig. 1, and Fig. at is a cross-section of part of the improvement on the line 4 4. of Fig. 1.

The improved vapor-engine is provided with the usual cylinder A, having an exhaustvalve B held normally in a closed position by a spring 0 coiled on the valve-stem B and pressing on a collar 13 thereon as indicated in Fig. 2. The outer end of the valve-stem B is adapted to be engaged by one end of a lever D extending horizontally and fulcrumed at its middle at D on a bracket E on the engine-frame E. The other end of the lever D is connected with a rod F provided on its free end with a head F fitted to slide transversely on a bracket E held or formed on the engineframe E. This head F is formed with a transversely-extending opening or groove F? engaged by the lower end of a lever G extending upwardly and fulcrumed at G on the frame E.

The upper end of the lever G carries a friction-roller G traveling on the peripheral surface of a cam H held on the face of a gearwheel H mounted to turn 011 a stud H secured to the engine-frame, and the said gearwheel H is in mesh with a smaller gear-wheel H secured on the engine-shaft I, connected in the usual manner by a crank-arm and pitman with the piston in the cylinder A. The frictionroller G is held in contact with the cam H by a spring G drawing on the lever G. Now it will be seen that when the engine is in motion the gear-wheel H on the shaft I causes a revolving of the gear-wheel H, so that the cam H acts on the lever G to impart a swinging motion to the latter in unison with the movement of the piston in the cylinder A.

The head F is provided with a transverse opening, in which is fitted to slide a bolt or plunger J formed with a reduced portion J and a wider portion J so that when the bolt J is in the position shown in Fig. 2-that is, with the reduced portion J in the path of the lower swinging end of the lever Gthen the latter does not move the head F transversely, and consequently the lever D remains in a fixed position, allowing the spring 0 to hold the exhaust-valve B closed. When, however, the bolt J is moved laterally in the direction of the arrow a, (see Fig. 2,) then the wider portion J 2 by moving in the path of the lower swinging end of the lever G is engaged by the latter and a transverse movement of the head F takes place. This movement of the head F causes the rod F to act on the lever D to impart a swinging motion to the latter and to open the exhaust-valve B at the required time to permit the burned gases in the cylinder A to escape.

Movement is given to the bolt or plunger J from the governor, and for this purpose the said bolt is secured to alink K, having a universal or double pivotal connection K K with the lower end of a lever L, fulcrumed at L on the frame E and pivotally connected with a second lever L fulcrumed at L on the frame, said levers forming a compound lever for quickly acting on the link K and bolt J, so as to move the portion J 2 in or out of en gagement with the lower end of the swinging lever G.

The upper end of the lever L engages, by a pin L, an annular groove N in a sleeve N, mounted to slide longitudinally on the shaft I and provided with a second annular groove N engaged by a pin on the lower end of a lever O, fulcrumed at O on a bracket attached to afly-wheel P secured on the engineshaft I. The fly-wheel P is provided with a rod Q extending radially and outwardly from the hub, and on this rod is mounted to slide a block R, pressed on by a spring S coiled on the rod Q, and the said block B is formed with an obliquely-extending groove R engaged by a pin 0 held on the upper end of the lever 0. Now it will be seen that when the engine is running at a rate of speed exceeding the normal rate, then the block R will move outward by centrifugal force to cause the lever O to swing, whereby the sleeve N is shifted to the left and a swinging motion is given to the compound lever L L to draw the bolt J in the inverse direction of the arrow a to move the wider portion J out of the path of the lower swinging end of the lever G. \Vhen this takes place, the head 1*" is not affected by the constant swinging motion of the lever G, and consequently the exhaust-valve B will be held in a closed position. Therefore the burned gases within the cylinder A cannot exhaust. As long as the gases cannot exhaust from the cylinder, a new mixture is not drawn in. Consequently further explosions do not take place to propel the piston until the speed of the engine is reduced to a normal rate, at which time the block R will move back into its innermost position by the action of the spring S, so that a reverse movement of the lever O, sleeve N, compound levers U and L, link K and bolt .l takes place to again move the latter transversely in the direction of the arrow at to bring the wider portion J 2 in the path of the lower swinging end of the lever G. \Vhen this takes place, a sliding motion is again given to the head 1 so that the lever D is actuated to open the exhaust-valve I regularly in unison with the movement of the piston in the cylinder A.

Thus it will be seen that by the invention described the governor acts positively and quickly when an abnormal rate of speed is attained, causing the exhaust-valve B to remain closed, so as to prevent the escape of the burned gases and a drawing of the mixture into the cylinder A until the speed is reduced.

Having thus fully described my invention, I claim as new and desire to secure by Letters Patent- 1. An engine, provided with a governor, comprising a spring-pressed block mounted to slide on a running part of the engine, and formed with an oblique groove, a lever fulerumed on the running part and engaging the groove, and a connection from the said lever to the part to be governed, substantially as described.

2. An engine, provided with a governor comprising a spring-pressed block mounted to slide on a running part of the engine and formed with an oblique groove, a lever fulcrumed on the running part and engaging said groove, and a sleeve fitted to slide and connected with said lever and with the part to be governed, substantially as shown and described.

3. An engine provided with a governor, a part to be governed, a movable head controlling the motion of the part to be governed, a lever or bar receiving a to-and-fro motion from the engine and having sufficient play within said head to move without affecting the part to be governed, and a bolt controlled by the governor and mounted to move in the head to limit the play of the said lever and cause the head to move with the lever, substantially as described.

4. An engine, provided with a governor, a part to be governed, a head controlling said part, a bolt controlled by the governor and having a widened portion adapted to pass in and out of the said head, and a lever receiving a constant swinging motion from a running part of the engine, and adapted to engage said widened portion of the bolt, to impart a sliding motion to said head, substantially as shown and described.

5. An engine, provided with a head connected with a bolt having a widened. portion and adapted to pass in and out of the said head, a lever reeeivin g a constant motion from a running part of the engine, and adapted to engage said widened portion of the bolt, to impart a sliding motion to said head, a part whose motion is controlled by the said head, and a governor for imparting a sliding motion to said bolt, substantially as shown and described.

6. An engine, provided with a head connected with a bolt having a widened portion and adapted to pass in and out of the said head, aleverrcceivinga constant motion from a running part of the engine, and adapted to engage said widened portion of the bolt, to impart a sliding motion to said head, a part whose motion is controlled by the said head, a governor for imparting a sliding motion to said bolt, and comprising a spring-pressed block fitted to slide on a running part of the engine and formed with an oblique groove, a lever engaging said groove, a sleeve engaged by said lever and adapted to receive.a slidin g motion, a compound lever connected with said sleeve, and a link for connecting said compound lever with said bolt, as set forth.

'7. An engine provided with a governor, a part to be governed, a movable head controlling the motion of the part to be governed, a lever or bar receiving a to-and-i'ro motion from the engine and having su flieient play within said. head to move without operatii l g the head, and a bolt slidable in the head at an angle to the path of travel of said lever and n-ovided with a portion adapted to be projected into the path of travel of the lever to limit its play and cause the head to move with the lever, said bolt being operatively connected to the governor, substal'itially as described.

ISAAC I AlilnllAN. Witnesses:

Tnno. G. IIOSTEI-t, .lxo. M. Rrr'rnn. 

